Planetary gearing.



H. HERTZBERG.. PLANETARY BEARING.

APPLICATION FILED OCT.6.1914. I v

Patented Sept. 28, 1915.

4 SHEETSSHEET 1.

WITNESSES.-

H. HERTZBERG.

PLANETARY GEARING.

APPLICATION FILED OCT. 6, 1914.

Patented Sept. 28, 1915.

4 SHEETSSHEET 2.

WITNESSES: INVENTOR.

H. HERTZB ERG;

PLANETARY GEARING.

APPLICATION FILED OCT. 6. 1914.

Pafmmw em 28, 1915 4 (SHEETS-SHEET 3.

IN VENTOR.

WITNESSES:

HARRY HERTZBER G, 0F DENVER, COLORADO.

PLANETARY GEABING.

Specification of Letters Patent.

Patented Sept. 28, 1915.

Application filed October 6, 1914. Serial No. 865,336.

To all whom it may concern:

Be it known that I, HARRY HERTZBERG, a citizen of the United States,residing at No. 1448 Newton street, in the city and county of Denver andState of Colorado, have invented certain new and useful Improvements inPlanetary Gearing; and I do hereby declare the following to be a full,clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

This inventionrelates to planetary gears and brakes combined, causingone or more members to rotate in a predetermined direction upon a commonaxis, the speed of the rotating members to be varied at will from apositive stop to full speed of the respective revolving members, withoutthe use ofpositive clutches or throwing gears in and out of mesh, whiletransmitting power.

This invention contemplates and embodies a structural feature, for theabove purpose, which is simple and inexpensive in first, cost andmaintenance; which may be freely manipulated, easily installed onexisting machinery, and readily applied to practicallyall machines,power driven, such as machine tools, electric brakes for railroads,hoists, pumps, ventilators, power driven hand tools, steering gears onships, etc.

The object of this invention is to eliminate the side wear in bearings,and producing uniform wear in gears,'increasing the power transmissioncapacity of gears, flexibility of speed control on machines using intermittent power, reducing the starting torque of motors and engines,thereby saving power and fuel.

A further object of this invention is toproduce a gear that givesunlimited speedchanges in either direction, gears put into mesh beforethe power is applied, and can throw the reverse gears into mesh asbrakes without stripping same, thereby causing the power to be appliedto the brakes direct, and can be made in sizes of unlimited ratios.

And still a further object of this invention is to produce a harmoniouscombina-' tion of a gear and brake to be used for high speed powerunits'of light weight, for vehicles, tramway cars and locomotives, whereelectric motors, gas engines. steam turbines may be used, where thestarting, stopping and reversing are to be made Without shutting downthese high speed units, operating with a great factor of control andsafety.

In carrying out my invention, I employ the novel constructionhereinafter fully de scribed and claimed.

In the drawings accompanying this specification, like parts in theseveral views, have been given the safe reference numbers.

Figure 1 is an end view of the gear, showing the concentric train ofgears, and brake. Fig. 2 is a sectional view of the same, showing itsapplication to a three pulley belt drive, two speeds ahead and onereverse. Fig. 3 is a sectional view of the gear, showing its revolvingmembers as applied to a single drive in one direction, either directconnected, or belt driven. Fig. 4 is a broken end view of a gear, havingfive revolving members, when used as a transmission gear forautomobiles, and shows the four brakes for locking the various membersto cause the desired member to rotate. Fig. 5 is a sectional view of thesame, showing the five r0- tating members, the four braking members,

a slidable gear to engage any of the rotating members, three speedsahead and two speeds reverse.

In Figs. 1 and 2, the driving gear 2, which is substantially secured tothe driving shaft 1, is always in mesh with the intermediate gears 4, 4-1 these three gears revolve upon their respective studs 5, 5 5 whichare secured to the intermediate rotating member 3 at one end and theother end is secured to the brake ring 6. The three intermediate gearsare always in mesh with the internal gear 7, which is secured to thereverse rotating member 8. Brake band 9, is loosely mounted around thering formed by the internal gear 7, and the reverse rotating memberbrake 10 is loosely mounted around brake ring 6 and is actuated by brakelever 11. Both brake levers are pivoted upon support 11, pulley 15 issecured to the intermediate rotating member 3, pulley 16 is secured tothe driving shaft. In operation, the driving shaft is being driven atfull speed, causing pulley 16 to rotate at the full speed of said shaft,the brake levers 12 and 14 are in the off position and the belt 17 is onpulley 15, which will hold said pulley in restraint and will causemember 8 to revolve, but as soon as lever 12 is moved to tighten thebrake band 9, then the pulley 15 will start to rotate, motion will beimparted to the belt, lever 12 willproduce speed in member 15, in directproportion to the slippage caused by the brake band 9. upon 7 and 8,

in the opposite direction to 15, while lever 14 will produce rotarymotion in 8, in direct proportion to the slippage of brake band 10 uponbrake ring 6. The belt shifter 18 is shown holding belt on pulley for.reduced speed ahead and is left in this position While driving a machinein this direction, while lever 12 is actuated by suitable means, such asa foot tread, and shifter 18 is only used, if increased, or full speedis desired, or to reverse speed.

In Fig. 3, the driving shaft 19 has secured to it gear 20, which is inmesh with intermediate gears 21, 21 21 these intermediate gears mesh inthe internal gear 22, which is secured to rotating member 23, whilestuds 24:, 24: 24 secure rotating member 25 to brake ring 26. The brakelever 27 will contract brake band 28, and friction against the brakering 26, which will cause pulley 29 and coupling 30 to rotate, the speedof which will be in direct proportion to the friction of the brake band28, upon brake ring 26, and when brake lever 27 is in the off position,brake ring 26 revolves, while the pulley and coupling are at rest.

In Fig. 4 and Fig. 5, the driving shaft 77 has the gear 78 rigidlysecured to it, which meshes into the three intermediate gears 79, 79 79which revolve upon studs 80, 80, 80 which are secured to medium speedahead member 81, upon which is. secured gear 82. The intermediate gearsmesh into the internal gear 83, which is secured to the medium speedreverse member 84, upon which is secured gear 85. The periphery of theinternal gear 83 has gear teeth which mesh into three gears 86, 86 86and revolve upon their respective studs 87, 87

87 which are secured to rotating member 88, upon which is secured slowspeed reverse gear 89. The gears 86, 86, 86 meshinto the internal gear89, which is secured to r0- tating member 90, upon which is secured slowspeed ahead gear 91. Gear 92 is secured to the constantly rotating motorshaft and is used for high speed ahead only, the speed of which can onlybe altered by varying the speed of the motor. The brake rings 93, 94, 95and 96 are secured so as to revolve with members 81, 84, 88 and 90,respectively, and loosely fitted to these brake rings are theirrespective brake bands 97,- 98, 99 and 100, which are actuated by theirrespective levers 101, 102, 103 and 10 1. A, driven shaft 105 whichconnects with the propeller of the vehicle has a slidable gear 106,fitted to slide upon this shaft, which is provided with a keyway toprevent said gear from idling.

This gear will engage any of the five gears sliding from one to theother until it is in mesh with the desired gear. The respective tion tothe desired member.

brake levers are actuated to give rotary mo- When using the ahead gears,levers 102 and 103 are used singly, or together. When using the reversegears, then levers 101 and 104 are used singly or together. Connectinglevers may be provided to make the change of gears, selectiveautomatically. It is not to be understood, however, that the invntion islimited in this respect to any particular material or form, as shown anddescribed as it will be evident that may changes may be made in thedetails of construction shown, and described without departing from thescope of the invention.

Having thus described my invention, what I claim and desire to protectby Letters Patent of the United States is:

1. In gearing of the class described, a driving member, a sun gearsecured thereto, an internal gear, intermediate gears meshing with thesun gear and internal gear, a carrier for the intermediate gears, abrake element on the carrier, a brake element on the internal gear, anda rotating member secured to the carrier as a means for transmittingpower. 1

2. In gearing of the class described, a driving member, a sun gearsecured thereto, an internal gear, intermediate gears meshing with thesun gear and internal gear, a carrier for the intermediate gears, abrake element on the carrier, a brake element on the internal gear, arotating member secured to the carrier, a rotating member secured to theinternal gear, a rotating member secured to the driving member, ashifting element slidably secured and cooperating with the said members.

3. In gearing of the class described, a driving member, a sun gearsecured thereto, an internal gear, intermediate gears meshing with thesun gear and internal gear, a carrier for the intermediate gears, acarrier for the internal gear, said internal gear having external teeth,a second internal gear, in-

second intermediate gears, a carrier for sec- I ond internal gear, brakeelements on the intermediate gear carriers, brake elements on theinternal gears and brake mechanism cooperating with each element.

4. In gearing of the class described, a driving member, a sun gearsecured thereto, an internal gear,r.intermediate gears meshing with thesun gear and internal gear, a carrier for the intermediate gears, acarrier for the internal gear, said internal gear having external teeth,a second internal gear, intermediate gears meshing with the externalteeth and second internal gear, a carrier for second intermediate gears,a carrier for second internal gear, brake elements on the intermediategear carriers, brake elements on the internal gears, a brake mechanism006perating with each element, and a rotating member secured to eachcarrier.

5. In gearing of the class described, a driving member, a sun gearsecured thereto, an internal gear, intermediate gears meshing with the'sun gear and internal gear, a

carrier for the intermediate gear, a carrier for the internal gear, saidinternal gear having external teeth, a second internal gear, secondintermediate gears meshing With the external teeth and second internalgear, a carrier for second intermediate gears, a cartit HARRY HERTZBERG.

Witnesses:

W; F. LANHAM, L. F. PFISTER.

